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No. 770,388. PATENTED SEPT. 20, 1904. D. ROBERTS, 0. JAMES & J. W. YOUNG. INTERNAL COMBUSTION ENGINE.

APPLICATION I'ILBD FEB. 9, 1904..

2 SHEETS-SHEET 1.

N0 MODEL.

No. 770,388. PATENTED SEPT. 20, 1904. D. ROBERTS, 0. JAMES & J. W. YOUNG.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED rm. 9, 1904.

Wz'twsea Patented September 20, 1904.

ATENT FFICE.

DAVID ROBERTS, CHARLES JAMES, AND JOHN WILLIAM YOUNG, OF GRANTHAM, ENGLAND.

INTERNAL-COMBUSTION ENGINE.

SPECIFICATION forming part of Letters Patent NO. 7f7'0,388, dated September 20, 1904.

Application filed February 9, 1904. Serial No- 192,796. (No model.)

To all whom it may concern:

Be it known that we, DAVID ROBERTS, CHARLES JAMES, and JOHN WILLIAM YOUNG, subjects of the King of Great Britain, all residing at Spittlegate Iron Works, Grantham, in the county of Lincoln, England, have invented new and useful Improvements in Internal-Combustion Engines, of which the following is a specification.

This invention relates to improvements in internal-combustion or explosion engines of the kind described in the specifications of British Patents Nos. 7,1 of 1890, 15,994 of 1890, 3,909 of 1892, 6,933 of 1896, 17,889 of 1897, 1,426 of 1898, 5,914, of 1900, 10,849 of 1900, and 7,4180 of 1902, and has for its object the reduction in the clearance-spaces in the cylinder, the forcing of as much of the compressed air as is practicable into the vaporizer, the greater compression and better mixing of the charge of hydrocarbon vapor and air, and the better combustion of the mixed gases and consequent greater economy in consumption of hydrocarbon.

In the specifications of the patents above referred to the disposition of the vaporizer and the air-inlet and exhaust valves is such that there is a considerable space or clear,- ance in the air and exhaust valve box and between the neck of the vaporizer and the working piston when at the end of its stroke, which clearance has been found necessary for the proper working of the engines. Now according to this invention we place the airinlet and exhaust valves in the end or back cover of the cylinder and the vaporizer at the side of the cylinder or on the end. The axes of the valves may be parallel with the axis of the cylinder 01' inclined thereto, and the said valves are actuated from the engine by any of the usual mechanisms. The vaporizer can be placed at the side close to the back end of the cylinder or on the end at any inclination or partially on the end between the end and the side of the cylinder.

In the accompanying drawings, Figure l is a sectional end view of the cylinder of an internal-combustion engine, showing the vaporizer at the side and air-inlet and exhaust valves at the end. Fig. 2 is a sectional'plan view of the same; and Fig. 3 is a sectional plan view of the cylinder of an internal-combustion engine, showing the vaporizer and airinlet and exhaust valves at the end of the cylinder.

Referring first to the arrangement illustrated in Figs. 1 and 2, a is the cylinder of the engine, 6 the liner thereof, 0 the piston, and CZ the vaporizer, all these parts being of ordinary construction. 6 is the air-inlet valve, and f is the exhaust-valve, each of these valves being adapted to be actuated mechanically by a lever g, (only one of which is shown in the drawings,)controlled by any of the known means. The air-inlet valve 6 and the exhaust-valve f are arranged to open inwardly with respect to the cylinder, and the piston 0 is arranged to provide a little clearance in the cylinder at the end of its instroke, as clearly shown in Fig. 2, the valves 6 and f following the piston at the commencement of its outward stroke. In the case of quick-running engines should the valves 0 and f be liable to occasionally come into contact with the piston c the latter may be made with recesses to clear the valves. The axes of the valves 0 and f are arranged parallel with the axis of the piston in the arrangement illustrated in Figs. 1 and 2; but it will be obvious that their axes may be inclined to the piston-axis. Furthermore, the center line of the vaporizer is shown at right angles to the piston-axis, but this also may be inclined thereto at any other angle, if desired.

In the form of the invention shown in Fig. 3 the air-inlet valve 6 and exhaust-valve f are shown with their axes inclined to that of the piston, and the vaporizer cl has its center line coinciding with the piston-axis. The piston c is in this case made with a conical or taper inner end to accommodate itself to the conical cylinder cover, necessitated by the inclined arrangement of the valves a and f In this arrangement on the exhaust-valves f opening the exhaust-gases and the air entering the inlet-valve a sweep across the neck h of the vaporizer d and partially exhaust the latter of its contents of burned gases, thus tending to give rise to a better mixture of the hydrocarbon vapor and air when compressed than has heretofore been possible.

By disposing the vaporizer and air-inlet and exhaust valves in the manner above described the usual clearance, which has heretofore been considered necessary, is dispensed with, the result being that the efficiency of the engine is increased, owing to the better compression which is obtained and to the fact that a larger quantity of the compressed air can be forced into the vaporizer than heretofore.

Having now particularly described and ascertained the nature of our said invention and in what manner the same is to be performed, we declare that what we claim is 1. In an internal-combustion engine, the combination with the cylinder having an opening substantially in line with the axis of the piston, an air-inlet port located at one side of said opening and an exhaust-port on the opposite side of said opening, of a vaporizingchamber communicating with said opening and valves for controlling said inlet and exhaust ports, whereby on the opening of the exhaust-valve the exhaust-gasesand air will sweep across said opening and partially exhaust the vaporizer of its contents of burned gases, substantially as described.

2. In an internal-combustion engine, the combination with the engine-cylinder provided with converging portions at one end, and a central aperture at the apex of said converging portions, the lateral faces of said converging portions being provided with an airinlet port and an exhaust-port located on opposite sides of said opening, of a vaporizingchamber communicating with said opening and valves controlling said inlet and exhaust ports, substantially as described.

3. In an internal-combustion engine, the combination with the engine-cylinder provided with converging portions at one end, and a central aperture at the apex of said converging portions, the lateral faces of said converging portions being provided with an airinlet port and an exhaust-port located on opposite sides of said opening, of a vaporizingchamber communicating with said opening, valves controlling said inlet and exhaust ports, and a piston in said cylinder provided with converging portions at one end to enter the converging portions of the cylinder, substantially as described.

4. In an internal-combustion engine, the combination with the cylinder, provided with a tapering recess at one end, having an aperture at the apex of said tapering recess, and air-inlet and exhaust ports in the tapering walls of said recess located on opposite sides of said aperture and provided with valveseats, of a vaporizer connected to the said aperture, valves in said valve-seats having their axes disposed angularly to the axis of the piston and cylinder, and a piston in said cylinder having a tapering head adapted to enter said tapering recess of the cylinder, substantially as described.

DAVID ROBERTS. CHARLES JAMES. JOHN WILLIAM YOUNG.

Witnesses:

WILLIAM GORNHILL, H. D. J AMESON. 

